US1891795A - Vehicle storage system - Google Patents

Description

D 20, 1932- V s. E. BUETTELI. 1,891,795

VEHICLE STORAGE SYSTEM Filed April 23. 192e -12 sheets-sheet 1 Dec. 20, 1932. s. E. BUETTELL 1,891,795

VEHGLE STORAGE SYSTEM 4 Filed April 23, 192e '12 sheets-Sheet 2 Dec. 20, 1932. s. E. BuET'rELL 1,891,795

VEHICLE STORAGE SYSTEM Filed April 23. 1928 12 Sheets-Sheet 3 I sk M kb vm 12 Sheets-Sheet. 4

s. E. BUE-:TELL

VEHICLE STORAGE SYSTE ,Filed April 23. 1928 Dec. 20, 1932.

Qnven .Samzzellci five Dec- 20 1932. s. E. BuET'rl-:LL

VEHICLE STORAGE SYSTEM 12 Sheets-Sheet 5 Y Filed April 25. 1928 De- 20, 1932- s. E. .BUETTLL VEHCLE STORAGE SYSTEM Filed April 23. 192B 12 Sheets-Sheet 6 DeC- 20, 1932' -s. E. BUETTELL VEHICLE STORAGE SYSTEM Filed April 2s. 192e; 12 sheets-sheen 7 20, 1932. s. E. BUETTELL VEHICLE STORAGE SYSTEM 12 lSheets-Sheetl 8 Filled April 25. 192s n e m W Dec. 20, 1932. "s. E. Bum-TELL VEHICLE STORAGE SYSTEM Filed April 23. 1928 12 Sheets-Sheet 9 IIJ Dec. 20, 1932.

S. E. BUETTELL VEHICLE STORAGE SYSTEM Filed April 23. 1928 12 Sheets-Sheet 10 Dec20, 1932. s. E. BUETTELI. I 1,891,795

VEHICLE STORAGE sYs'rEu Filed April 23. 1928 12 Sheets-Sheet 11 Dec. 20, 1932. E. BLJEI'TELIE A 1,891,795

VEHICLE STORAGE SYSTEM Filed April 23. 1928 12 Sheets-Sheet l2` Patented Dec. 213.1932l UNITED STATESy PiA'ri-:N'r OFFICE SAMUEL E. BUETTELL, 0F CHICAGO, ILLINOIS, ASSIGNOR CROSS PARKING SYSTEIB,

ING., 0F CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS VEHICLE sToEAGE SYSTEM Application led April 23,

The present inventionrela-tes in general to automatic vehicle storage systems for use in so-called automatic garages where'vehicles are stored in a restricted space bydautom'atic or semi-automatic machinery.

As is well known the problem of storing automobiles in congested districts or any other place where property values are high and the available space is restricted is momentarily becoming of increasing importance. Under the conditions mentioned it is necessary that automobiles be stored in a restricted space at a reasonable rental in order to induce patronage. The restriction as toispace and the Vlarge property value make it necessary that the gar e construction should be very cheap an I'automatic -machinery must be emplo ed in order to permit as large a number o cars as possible to be stored in a given space. The automatic machinery for controlling the storing of these cars must necessarily. be strong and rugffed in construction as well as being relatively cheap in order to meet the above specified conditions. The use of automatic machinery also eliminates high labor cost necessarily involved in other types of garages.

Automatic or semi-automatic machinery for this purpose has been proposed before, though, so far as I am aware, the apparatus for controlling the storing, of the cars was relatively proof. y a

@ne of the objects of my invention is to provide automatic machinery for handling the storing of cars in as centralized a unit as possible in order to make this automatic machinery able to handle a plurality of cars.

Another object is to associate automatic machinery of this character with the elevator that is used to raise the cars from floor to Hoor in a multi-story garage so that this mechanism may be used on any one of the floors.

Another object is to cause this automatic machinery to function to position the car in such manner as to be ready to enter an idle stall when the elevator stops at` the floor at which this stall is located.`

-they cannot be moved from complex and not altogether foolf 192s. serial No. 272,169.-

Another object is to make an elevator capable of transporting cars tol a plurality of stalls accessible to that elevator only on every floor, or take cars from storage on those floors.

Another object is t'o so arrangevthe mechanical devices which' bring 'about the han! dling of the car that they will all operate at high speed with a maximum safety factor. Another object is to rovide mechanism on the elevator which will handle cars to a plurality of stalls located onfthe sides ofthe elevator hatchway on any A further object is to provide power devlces for positively bringing about the movement of vehicles into the desired position instead of depending upon gravity or the like. A further object is to rovide means for protecting the vehicles when stored so that their respective storing stalls improperly. 'Y

A further ob'ect is to rovide a'simpliiied form of control system or anism that handles the-cars.

Astill further object is to provide protective' devices that will function to prevent any car being damaged through a mistake of the operator.

'1.here are other objects of my invention which together with the fore oing will be described in the detailed specigi accompanying drawings.

In practlcing m invention, I prefer to provide a relative y large elevator that is capable of serving a plurality of cars in some instances. When a 3 position elevator is emoperating mechcation which 1s to follow, taken 1n conjunction with the ployed, the operating mechanism mounted upon it is ca able of serving Asix stalls on every oor o the building. I have found that incongested areas the cars must be v stored atl high speed in order to take carey of the` tralic conditions. The speed at which a car must be stored may be determined by a study of the'traic conditions' during the peak load periods. In residential areas this 'high speed of operation of the garage equipment is not essential, silice cars do not ar-` rive at the garage for storage, nor are they taken from` them with such small intervals of time separating the demands. By my studies I have found that in metropolitanl areas one operating mechanism may be advantageously employed to serve approximately 100 cars or storage spaces. This permits a car to be stored or delivered in approximate interval of one minute. This is as high speed as is necessary or practicable and will take care of all peak load traic conditions found in congested districts.

Since where high speed of operation is required the operating mechanism may be common to approximately 100 storage stalls, the height of the building determines the size of the elevator employed. To carry the operating mechanism, that is in buildings of from 14 to 20 stories, a 3 position elevator of approximately 2O feet square is employed. 1n buildings of from 21 to 30 floors a two position elevator is employed, while in the taller buildings, a one position elevator may be used. The positioning mechanism carried by the elevators is adapted to receive a car at the loading station, draw it into position on the elevator, move it transversely until in alignment with the proper stall during the movement of the elevator and discharge -it into the predetermined stall whenthe elevator arrives at the proper Hoor. This operating or positioning mechanism is also capable of operating in a similar manner to remove a. car from one of the storage stalls and deliver it at the delivery station. The positioning mechanism on the elevator is automatically operated so that the mechanism is adapted to shift an automobile into a stall immediately upon the elevator arriving at the roper floor or to remove a car therefrom. retective arrangements are of course provided so that it is impossible to impro erly position the car, that is, the doors lea ing to a particular stall will not open unless the elevator is properly positioned at that floor. This automatic mechanism is of such nature that an elaborate type of building construction is unnecessary since the load of the stored cars is carried directly to the steel building structure. Substantially no flooring is necessary except that which is required for iire protection.

Referring now tothe drawings:

Fig. 1 is a ground floor plan of a typical garage in which my invention is installed;

Fig. 2 is a typical floor plan of one of the storage floors in the garage of Fig. 1;

Fig. 3 is a partial sectional elevation l through the garage elevator hatch and the storing mechanism on one of the elevators showing an elevator with its operating mechanism in position to place one of the automobiles in storage or take it therefrom, being along the line 3-3 of Fig. 4;

Fig. 4 is a lan of the elevator proper showing the positloning mechanismin an extended position in one of the storage stalls;

Fig. 5 is an elevation of the automatic positioning mechanism for handling the vehicle; Fig. 6 is a plan of the transfer truck that actually moves the automobile;

Y Fi 7 is an elevation alon the line 7-7 of Fig. 46, looking in the dlrection of the arrows;

Fi 8 is a top plan view of the automatic hand ing mechanism showing the carrier frame, transfer frame and transfer truck;

Fig. 9 is a plan view of the carrier frame with the transfer frame and transfer truck lifted therefrom;

Fig. 10'is a section of the automobile handling mechanism along the line 10-10 of Fig. 8;

Fig. 11 is a similar section along the line 11-11 of Fig. 8 looking in the direction of the arrows;

Fig. 12 is a plan View of the end of the automobile handling mechanism showing the track extension in operated position;

Fig. 13 is a similar view showing the track extension in its inoperative position; v

Fig. 14 is an end elevation of the automobile handling mechanism showing the track extension and is taken along the line 14-14 of Fig. 13, looking in ther direction of the arrows;

Fig. 15 is a side elevation of the automobile handling mechanism partially in section showing the operating mechanism for the track extension, taken along the line 15-15 of Fig. 12 looking in the direction of the arrows;

Fig. 16 is a section of the automobile handling mechanism showing the operating mechanism for the track extension and is taken'along the line of 16,-16 of Fig. 14, looking in the direction of the arrows;

Fig. 17 is a plan view of the tracks employed for carrying the automobile in the storage stalls;

Fig. 18 is a side elevation of the stora e rack, taken along line 18-18 of Fig. 17, loo ing in the direction of the arrows;

Fig. l19 is an end elevation of the same, taken along line 19--19 of Fig. 17 looking in the direction of the arrows;

Fig. 20 is a straight line diagram of the control circuits for operating the automobile handling mechanism. l

While in the drawings my invention has been shown applied to agarage structure built in the form of a rectangle with entrances 011 one side and exits on the other, it will be appreciatedthat the invention is not limited to a construction of this type, but

may be applied to any form of gara e, even those havlng an entrance and exit on t e same side. While only 3 elevators are shown one or more may be advantageously employed depending on the size of the ground the garage is to be built on. It will also be appreciated that this, garage structure may form part of a combination building, forexample, an office buildin theatre, hotel', and garage. A combination uilding of this type 1s .very desirable since it is possible to have the garage structure in 'what would otherwise be partof the court, the height of the garage oors being the same as t at of the other part of the building, lso that the height of the garage structure is immaterial. Thls permits the combination structure to employ one hundred per cent of its ground with all outside ofiices. It is foundthat the earnings of the garage structure are far .inexcess of the revenue that would be derived from inside oilices on a court. All this will become clear in the following description.

In the accompanying drawings, like reference numerals referto same parts throughout.

In Fig. 1 of the drawings the typical -garage structure shown is provided with three entrances, 1, 2 and 3. The entrances 1, 2 and 3 open on driveways that extend to three elevators 4, 5 and .6. These elevators are illustratedas'the three position type, that is the height of the building may be somewhere between fourteen and twenty doors, the approximate capacity of the garage shown being 300 cars for high speed operation. Automobiles entering in one of the entrances-drive into a position opposite one of the elevators under their own power. The automobile engine is then turned off and the car may be locked in any manner desired. The automobile is not moved under its own power until after the delivery to the customer. Raised platforms 7 provide for properly aligning the wheels of the automobile so that they are in straight line and may be constructed as an integral part of the floor. Each of the entrances such as 1, 2 or 3 may be provided with doors that are ordinarily automatically operated. Each elevator suclras 4, is of sufficient width inthe present instance so that three cars may be placed thereon. However, the automatic automobile handling mechanism carried on the elevator is adapted to handle only one carV at 'a time, though by means of this mechanism it is possible to place the automobile into any one of six storage stalls on any floor. as will appear. These elevators are preferably of the high speed type, capa-ble of a vertical l movement of approximately 500 feet per minute. This value is merely arbitrary and may be varied as desired.

Exits 8, 9 and 10 are provided at opposite sides of the building on the ground or loading floor, and are fitted with suitable doors that may be operated in any desired manner. The floor is raised on either side of the roadway leading to the exits, in order to form a trackway for the vehicle. This insures that the vehicle will be properly guided toward the exits. From this construction of the ground floor, it will be seen that the vehicle handling mechanism on the elevator to take the vehicle from the it into any one of six storage-stalls and to able totake' a vehicle from any one of the six storage stalls on any floor and place it in positi 1 before the middle exit on the elevator for delivery. It will be appreciated that this construction may be modified somewhat. That is, the entrances or' exits -to the garage lnay be on different floors, entrances may be on the first'floor and the exists in the basement. However, the operation is substantially the same. On the ground floor, waiting rooms 12 may be provided in addition to accessory sales rooms, gasoline pumps, and the like. A stairway 13 isusually provided-in order to-give access' to the various floors for fire-'protection or. other pur oses. Each of the elevators movesy in a sha or hatchway which extends upward tovatorl comes to a position to receive acar-or discharge a car or to So far as the building constructlon is confor example, the

appear. These doors may be automatically operated when the elemust be adapted middle entrancev position, place it on the elevator,'dischar e of course, -provided on either .9.5 place a ca r in storage. l

cerned, it is ordinarily the usual type of steel .I

or reinforced concrete construction. The in dividual storage lstalls are simply made up of standard structuralshapes formingtrack- Ways adjacent to each other and arranged tier on tier. In the construction shown, there will f be 18 stalls per floor. The load of the vehicle is carried by the steel framework vof the building and the different tiers are separated each from the other by;comparativ ely light floors.

2 illustrates a typical plan of one of the storage floors showing each ofthe three elevators having access to six storage stalls 14, three on each side. It will be understood that each of the storage floors are laid out in a 'similar manner. `Thus the automobile vehicle handlingmechanism mounted on the elevator must beable `to place a car in any one of the six storage stalls served vby one of the elevators on which it is mounted or to withporting the carrier frame, a smaller number be employed. The carrier frame carnes ma on iiither side the automobile wheel tracks 21 which are mounted upon suitable supporting structures 22. The wheel tracks comprise two angles 23 and-24 (Fig. 10), one leg being upstanding and the other leg inverted. These angles are held together by a clip angle 25 which is adjustably mounted on supporting structure 22 by clips 26. This provides means for adjusting the spacing between the two tracksso as to obtain a mean spacing that will accommodate all automobile wheel gauges. t

At each end of the carrier frame, there are provided two movable track extensions 27 that operate to bridge the gap between the carrier tracks varid the tracks in the `storage stalls. Each of'the extension tracks 27 is carried upon a rotatable bracket 28 (Fig. 14)

of a triangular shape. The bracket 28 is pivoted upon a shaft 29, rotatably held in a bracket 30, bolted to the carrier frame 19. The bearings 31 (Fig. 15), are preferably of the anti-fr'ction type taking both a thrust and a radla load. At one end of the shaft 29 suitablyr aixed is a.y bevel gear 32 that is adapted to mesh with another bevel gear33 double in size to the bevel gear 32. A bevel gear 33 is keyed to the shaft 34 so that it is adjustable with the bracket in a manner that will be described. The shaft 34 is mounted `in bearings 35 aiiixed to the carrier frame 19. In order to provide for the varying gauge. of automobiles, it is necessary that the extension tracks be also adjustable. This i-s accomplished by means of slotted holes 36 in the bracket casting 28. The extension track brackets are adjusted by means of slotted holes 36. The bevel gears 33 may also be adjusted on the shaft 35 to take up the play. It will be appreciated that the extension tracks are provided on either end of the carrier frame and are constructed in identically the same manner as described.` The shaft 34 has affixed thereto an operating lever 38 held in upstanding position by a spiral spring 39 guided by a pin 40 mounted in the carrier frame 19. This operating arm is provided at its upper end with a roller 41 mounted upon a shaft 42. The arm provides for rotation of the shaft 34 under certain conditions of the operating mechanism. The Ashaft 34 is also provided with a handle 43 for manual operation under certain conditions as will appear. Y

The supportin wheels of the carrier frame are held in placey suitable mounting'brackets 45 (Fig. 9). A plurality of flanged wheels 47, ten in number, are mounted upon the cross members of the carrier frame 19 (Fig. 9). The mounting plates 46 serve to hold the wheels 47 in position. An axle 48 connects each pair of-wheels 47. The carrier frame also has mounted upon it the electric control equipment comprising the various switches and relays necessary to control its operation. This control mechanism is mounted upon either side of the transfer frame in the control boxes 49. An L platform or bed plate 50 is side of the carrier frame. A 3 H. P. electric motor 51 is suitably mounted on this platform and serves to drive the bevel gear 54 through the gear reducing mechanism 53 and in sultable brake 52. The gear reducing mechanism 53 may be of any well known or approved type as may the brake 52. The funetion of the brake 52 is to stop the motor rotation when the motor circuit is opened. bevel gear 55 is mounted upon the shaft 56 and is adapted to mesh with the bevel gear 54.

shaped also carried at one The shaft 56 is held in suitable bearlngs 57 and 58 mounted upon the base 50. The other end of the shaft 56 carries a pinion 59 which meshes with a rack 84 (Fig. 10) carried on ,the under side of the transfer frame 65. A cable reel 60 is suitably mounted at one end of the carrier frame and carries cable 61 that passes over the idler pulley 62 and is adapted to supply energy to the electric mechanism carried by the transfer frame and the transfer truck. On the opposite side of the carrier Y frame from the platform base 50 there is another base 63 which carries a 5 H. P. electric motor 64 that is adapted to operate a sprocket 65 through the medium of the gear reducer 66. A brake 6 7 is also provided for the purpose of bringing the rotation of the motor shaft to an abrupt stop. The sprocket 65 is adapted to transmit power to the sprocket 68 through the chain 69 (Fig. 10) The sprocket 68 is mounted upon the shaft 69 whlch rotetes in suitable bearings 70 (Fig. 5) and carries at each end a pinion 71. The pinions 71 are ada ted to mesh in the racks 17 and when the sha t 69 is rotated, are adapted to move the carrier frame 19 transversely across the elevator platform 15 (Fig. 4).

The transfer frame 65 is adapted to be mounted onand carried by the flanged wheels 47 of the carrier frame (Figs. 9 and 10) The transfer frame comprises two channel members 72 suitably bolted to a plate 73. Suitable angles 74 are bolted with their upstanding legs forming a track upon which the transfer frame 65 rests on the flanged Wheels 47, carried by the carrier frame 19. A motor 75 is mounted upon one end of the i y, moa-rea plate'78 ofthetnnsferfra'me (Fig. 8).-

. and drives :..spur 76. The spur gear truck o rating screw 77 is held in place in suitabldebearin 78 at either end, bolted to,

y the plate 73 o the transfer frame 65. A

cable reel 7 8 of alii usual or well known .type i 3 is mounted upon e transfer frame plate and ad'acent to the motor 75. The cable.

reel 78 carries a cable 79 that is adapted to supply energy to the electric on the transfer truck 80. The tran er truck 80 comprises essentially a steel casting 81l that is supported on four flan d roller bearing wheels 82 (Figs. 6 and that run on rails 83 mounted upon the platform: 73 of the transfer frame. These rails 83`extend lon 'tudinally on the transfer frame. The

stee casting 81 is adapted to-be propelled dium of the bushed nuts by the operating screw 77 through the me- 84 at each end of the truck. These hushed nuts 84 are bolted in position on the transfer truck structure 81 so that they 'may be readily removed. An

' electric motor 85 is suitably mounted on the transfer truck structure and drives a bevel gear 86. The bevel gear 86 is adapted to mesh with the bevel gear 87 ,splinedv to the shaft 88 which forms on either side the roller i arm )spreader screws 89. Then shaft 88 is supported on th'e truck frame 81 by means of the bearings 90V which may be of the antifrictiort and is kept from shifting b collars 90. On either side of the truc there is positioned a roller arm spreader 91 which is adapted to be moved in-and out by the operation ofthe screws 89 and the bushing nuts 92.l To each end ofthe roller arm spreaders 91 there is rotatably fastened a roller arm 93. A roller arm guide shaft 94 is positioned at each end of the truck and adjustably held in place by set screws 95.

At the end of each roller arm 93, there is pivotally mounted a roller 95 on a shaft 96. The open ends of the roller arms being held against inward movement by tubular 'sleeves 97. At the end of each rollershaft 96, there larger diameter than the diameter of the roller 95. The four rollers 95 carried by the transfer truck are adapted to engage the vehicle wheels when in extended position, as`

shown by the dotted lines. The idler rollers such as 98 are for the purpose of reducing the friction encountered in moving the vehicle` as they take the load of the car. In order to maintain the roller arms 93 in their proper position, the roller arms are provided with extensions 99-through which are fitted pins 100 that serve as guides for the roller arm springs 101 (Fig. 7). These springs serve to thrust the roller arms and consequently vat'one end (Fig. 8).' for the purpose of maintaining the automothat there are 1s provided a roller idler wheel` 98 of slightly f held in position by clips so that their s carries vstops 106 that determine the operating time of the limit switch 104. The limit swltch 104 is ada ted to control certain control ,circuitsas wi l appear. The cover plate 107 is provided for the purpose of protecting the gears and motor from dirt and injury.

The automobile tracks formed by the angles 23 and 24 carry concave depressions 108 These depressions are bile in osition upon the carrier frame. The automo ile wheel tracks formed by the angles 23 and 24 are separated and this serves as a guide for the automobile wheels. Inione of the track depressions 108, there is mounted an electric switch 109 that has a trigger projecting through the open space between the wheel tracks, (Fi 8). This switch is adapted to be operatefby the automobile wheel.

The electrical circuits are controlled by switches that are mechanically operated through the movement of the vehicle handling mechanism. Thus the transfer frame carries two limit switches 110 and 111 which control 'the movement ofthe transfer truck 80 on the transfer frame 65. -The transfer provide stalls for the vehicles, the plurality of tracks are spaced apart so two tracks forming a runway for the vehicles in each of the storage stalls 14. The construction of these tracks can be seen in Figs.- 17 to 19, inclusive. The tracks are formed by angles 115 and 116 being laid parallel to each other and bolted into place upon channel brackets 117. The angle 115 has its leg upstanding, while the angle 11 has its leg extending downwards. These angles 115-and 116 forming the trackway are acing may be altered to compensate for variations inthe gauge of automobiles'. I have found that by the use of this angle type of track construction, a mean spacing may be employed which will accommodate all auges of vehicle wheels. There is a rounded depression 118 in each of the tracks in a vehicle ed for proper uhrication.l -A I 105 ig. c). The limit switch shaft 105- separation more specifically delll stall and this depression serves to lock the car against movement. The location of the depression 118 in the wheel tracks 115 and 116 of the storage racks may vary depending upon whether the rear or front wheels of the vehicle are placed in same. As the` center line of the vehicle is not chan edin a storage operation the rear wheels o the ve- 'hicle would rest in the depressions when depressions is provided for bv limit switch contact in the travel of the transfer truck.

The ends of the tracks facing the elevator hatchway are cut diagonally so that the swinging track brackets 27, the ends of which are cut on a complementary angle so as to form a continuous trackway from the vehicle storage stalls to the tracks 21 carried by the carrier frame, (Fig. 4). This permits the automobile to be moved from the carrier to the storage stall over the continuous trackway and eliminates the use of a truckable sill type of fire door. By formin trackways of angles such as 115 and 116, igs. 17, 18 and 19) a great deal of friction between the automobile wheel tires and the trackway is eliminated. That is, there is only the possibility of the automobile tire encountering one upstanding leg of the trackway instead of on both sides. This permits the car to be moved with the minimum application of power.

1 shall now briefly outline the -operat'on of the car handlinglapparatus in taking a car from the loading station to a storage stall and in taking a car from a stall to the delivery station, and shall then give a detailed description of the electrical circuits `controlling the functioning of the car handling equipment, together with the equipments o eration.

It wi l be assumed that a customer drivesv his automobile into one of the entrances of the garage such as 1 (Fig. 1) and places the car at the loading station before an elevator 4 with the front wheels resting in the depressions so as to operate the bell crank lever 114 and place the trigger 113 in the proper position to function with sw'tcli 112 when the transfer frame is projected. The

elevator operator depresses the loading but- Y ton corresponding to the middle position of the car and the carrier frame is moved transversely into this position, if it is not already there, by the operation of the motor 64, and the pinions 71 co-operating with the racks 17, (Fig. 3). When in the loading position as determined by the operation of the limit switch controlled by the movement of the carrier frame 1 9 the circuit of the motor 64 is opened and the brake 67 is 'o erated to bring the carrier frame to rest fore the loading station with the trackways 21 on the carrier frame in alignment with the vehicle wheels. The vehicle wheels are properly directed by the raised latforms 7 1n the entrance way. The translfer frame 65 is now extended through the operation of the motor 51, the pinion 59 and rack 84. Simultaneously therewith the motor 75 is energized to drive the transfer truck throu l1 the medium of the operating'screw 77', (Fig: 4). By the operation of the motor 51 the transfer frame is extended until it assumes the position with its end underthe front portion of the vehicle, and the limit switch 112 operated by the trigger 113. The transfer frame is operated by the rack and pinion 59 and 84 respectively, its load being supported on the wheels 47 of the carrier frame. A

limit switch determines the extent of move` ment of the transfer frame and de-energzes the motor 51 and sets the brake 52. When thev transfer truck 80 reaches its limit of movement as determined by thelimit switch 110 it is positioned in alignment with the front wheels ofthe vehicle. The extens'on of the transfer frame 65brings about thc operation of the trigger arm 38 and compresses the spring 39 (Fig. 16). The rotation of the trigger arm 38 rotates the shaft 35 .a quarter of a revolution and through it brings about the rotation of the brackets 28 supporting the extension trackways 27 a half revolution so as to form a trackway over which the vehicle can pass, (Fig. 15). When the transfer frame andtransfer truck have been extended in the manner described, the motor 85 on the transfer truck is energized to rotate the operating shaft 88 (Fig. 6) and to bring about the outward movement of the roller arms 93 so as to -place the rollers 95 on either side of the two front wheels of the vehicle. The operating shaft 105 of the limit switch 104 is then operated to bring labout the stopping of the motor 85, and the initiation of the return .movement of the transfer frame 65 and the transfer truck 80. The transfer frame and transfer truck now cooperate to move the vehicle on to the tracks 21 of the carrier frame. The movement of the transfer frame being stopped in its normal center position by a limit switch 125, (Fig. 9). the movement of the transfer truck ceases when the back wheels of the vehicle.

strike, the depression 108 of the tracks 21 by the limit switch 109, (Fig. 8). Thus thel automobile has its rear wheels in a certain definite position. The elevator operator notes what storage stall the car is to be positioned in and on what floor the storage stall is located. The elevator operator then sets the destination of his elevator to that floor and presses one of six buttons correneanve- 1 i e so'ndingfto one ofthe six stalls assigned to ,froml storage, all that'is necessaryI for the t eI elevator 4 which-determines '.the st all to Which'the vehicle is to be placed 1n (Fig. 3). If the vehicle'is to be placed m a stall other thanfthe middle one,- the carrier frame lis .moved in a Similar manner to that described topositon itself beforethis while the elevator" vis moving to thel deslred floor.

l When the desired floor is reached, the door access to the predetermined stall automatlon the proper side ofthe elevator givin cally opens and the transfer frame and the transfer truck is automatically extended to move the vehicle into `the proper storage stall with its wheels resting the depressions in -the storagel stall tracks. The motor 85 on the transfer truck is then operated to withdraw the rollers to their normal position and the transfer frame moved back to normal. The-elevator may then be returned to the loading iioor. This is the normal operation in the event la vehicle is stored in one 0f the storage stalls on the same side of the building from which it was loaded. -Thefop` eration'is somewhat different in the event that the elevator operator selects a stall on the opposite sid of the building. In this event the ope tion of the button correin the 'same manner as before andin -addivsponding to the. storage stall initiates the transverse movement of the vehicle carrier tion brings about -the energization of the transfer triick motor 85 so as towithdraw rollers from position on either side o f the front wheels of the vehicle. The car is held in position'on the carrier frame by the-.depressions -108 in the trackway. When the roller arms have assumed their normal position the motor 75 is energized to drlvey the transfer truck to the other end of the transfer frame 4into position o posite the rear wheels of the vehicle. e transfer truck motor 85 is now operated to bring about an extension on the roller arms until they are on either side of the vehicle wheels. When the proper storage floor is reached, the door, which by the way is common to the ,3 vehicle stalls on that floor, is autom'atically opened and the transfer frame and transfertruck are operated as beforeto run thevehicle into the predetermined storage stall with the rear wheels of the vehicle resting in track depressions 118 iin the stall (Figs. 3 and 4),. The transfer truck motor 85 is then operated to Withdraw the roller arms into their normal position. The transfer frame is then returned to its normal position, the extensible trackways 27 returning tov .their normal position by a rotation of the shaft 33 under the influence of the spring 34 as-the transfer frame goes into its normal position, (Figs. 15 and 16). The elevator maynow be returned to`itsvloading floor in any well known manner.

.I When it is desired to withdrawA a vehicle frame. is then, truck, until the rollers are wheels.

way. The. elevator may `from va storage stall ona side of the vehicle does not in anyway side of battery. Interlock switch elevator operator to do is toset the .destidepress the push button corresponding .to the stall desired.` During the upwardmove.- ment of the elevator the carrier framel is moved. in the manner described untilit is in pos'tion with its ltracks in ali ent with the tracks of the storage stall. e transfer projectedV as is the transfer -positioned ad'acent to the' dvehicle wheels. fIhe trans er the roller arms on either side of the vvehicle frame and transfer truck are operated so as to br"n,, the vehicle on to the carrierl trackthen be dispatched to the discharging floor, the door of the storage floor automatically closing in any well' known manner. When the elevator reaches the delivery iioor, the o rator depresses the push button correspondiiig to its discharge position and the vehicle ismoved by the operation of the carrier transfer truck and transfer frame until it After this operation the transfer` truck motor 85 is Athen energized to extend is positioned in disbn charge passageway. The transfer truck motor 85 is now operated arms vfrom engagement with the vehicle wheels and the transfer frame is moved to its proper center position on the elevator.

In the event that an automobile is taken y garage opposite to the discharge station, the transfer truck is positioned after the vehicle hasv been y the same manner as before described. The

to withdraw the. roller 13o placed upon the vehicle carrier in substantialother operations all occur in the same mannerv as described.

Attention is directed tothe fact that since one set of vehicle. wheels of the car are always placed in the predetermined position on the carrier, the variation in the wheel base ,of the interfere :with the automatic handling equipment.

The manner in which the electrical control ics circuits function to control-the operation of the vehicle handling equipment will nowbe i described. In order to do this, it will be assumed that the elevator 4 is opposite the load- I ing floor and in position to receive a car. In

Aorder to bring about the loading of the car the. elevator operator will depress the E3' button since the loading station is in the middle position of the transverse carrier and to the east thereof. The operation of the E3 button completes al circuit which extends from 'the positive side of the battery through the fuse 230, interlock switch 220, contactsv of the push button E3, relay 202, resistor 225', emergency stop switch 228 and fuse 229, to the negative 220 has its contacts closed at this time since this switch is closed when the transfer frame is in normal unextended position. The relay 202 is thereoperation of the relay upon energized to attract its armature 208. It will be assumed that the carrier frame is in one of the end positions, namely, the posiftion to the north of the center position.

Under these conditions the switch 223 has its contact making member 226 in engagementv with its contact member 224. The operation of the relay 202 thereupon completes a circuit which extends from the positive terminal from the source of current; interlock switch 220, contacts of the push button E3, contacts of the relay 202, armature 208, contact making member 226, contact member 224, normall closed contacts I-,1, relay H, limit switc 222, emergency switch 228, and fuse 229 to the negative terminal of the source of energy. The relay H is energized over this circuit and closes a circuit for the motor 64 so that the carrier frame 19 is moved transverselyN toward the center of the elevator platform 15. The operation of the relay 202 also serves to complete a circuit which is the same as the one previously traced as far as the contacts and'armature of the relay 202 and thence proceeds through the normally closed contacts J-r-2, relay J, normally closed contacts T-4 and U--4, emergency switch 228, and fuse 229 to the negative terminal of the source of energy. The relay J is energized over this c ircuit and establishes a locking circuit for itself at the contacts J-l and opens its` original energizing circuit at the contacts J2. The J is without particular function at this time. VThe operation of the relay H also serves to complete a locking circuit for the relay 202 by way of the contacts H-- 2, exclusive of the contacts of the push button E-3. This circuit serves to maintain the relay H energized even though the push button -3 is released. When the carrier frame 19 reaches its center position, the contact making member 226 of the switch 223 is swung into its open position away from the contact member 224 and contact member 225.

The relay 202 is immediately de-energized as is the relay H. The de-energization of the relay H serves to open the circuit of the motor 64 and to complete a circuit for the brake 67 whereupon the transverse movement of the carrier frame 19 is stopped with its -tracks in alignment with the automobile wheels at the loading station. There is now a circuit completed for the relay L, provided the carrier frame is properly aligned. This is controlled 'through the cam switch 245 which is carried by the-carrier frame and is operated by one of` three cams, 119, 120 and 121, on the elevator platform 15. It will be assumed that the carrier frame is in proper alignment and that the contacts of the switch 245 are closed. The switches 246 and 247 are controlled by a cam on the door' of the elevator hatch at every floor, including the loading Hoor and these switches are closed if the door is open and the elevator properly leveled either automatical- 1y or by hand. There'is now 'a circuit completed which extends from the positive terminal of the source of energy, fuse 230, contacts of the switch 245, contacts of the switch 246, contacts J -2, which have been closed by the operation of the relay J, normally closed contacts P-l, normally closed contacts O-2,

time element or dash pot relay L, normally closed contacts H-3, normally closed contacts I3, normally closed contacts T-4, normally closed contacts U-4, emergency switch 228 and fuse 229 to the negative terminal. The relay L is a timing relay and takes a short-interval of time to operate its contacts. AWhen the relay L operates, there is a circuit completed which extends'from the positive terminal, fuse 230, contacts L-1, contacts J3, relayfM, transfer frame east limit switch 231, normally Aclosed contacts H-3, normally closed contacts I-3, normally closed contacts T-4, normally closed contacts U4,Lv emergency stop switch 228, and fuse 229 to the negative terminal. The relay M is energized over this circuit and serves to complete a circuit for the motor 51 in such direction as to direct the transfer frame eastward into the loading pit. The motor 51 has the usual accelerating resistances and the switch 248 is closed through the Voperation v of the accelerator on motor 51. 'A circuit is thereupon completed, extending from the positive terminal, fuse 235, switch contacts 248, contacts M-l, relay Q, limit switch 235, emergency stop switch 228, and fuse 229 t0 negative terminal.l Limit switch 235 determines the eastward movement of the transfer truck. The relay Q is energized and operates to complete a circuit for the motor '75 in such direction as to drive the transfer truck 80 to its eastward position. The speed of the motor is such as to drive the transfer truck to its outward limit-before the transfer frame' motor 51 has extended' the transfer frame to its outward position. When the transfer truck reaches its limit the .switch 235 is operated and the relay Q iside-energized to open the circuit of the motor 75 and stop the operation of the transfer truck 80. When the transfer frame is extended'to its proper f position, vthe switch 231 is opened and the relay M is de-energized to open the circuit of vthe motor Q have de-energized, there is a circuit completed which extends from the positive terminal fuse 230, contacts L-e-l, contacts of switch 260, contacts of switch 261', normally closed contacts T-'3, normally closed contacts P-'7, relay U, contacts of the switch 239, contact member 250 of the switch 241, contact making member 249, emergency switch 228 and fuse 229 to the negative terminal. The switch 260 is closed when the transfer frame is extended into its furthermost east position and the switch 262 is closed v51 and to complete a circuit' for the brake 52. When the relays M and

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